To maintain the optimal temperature range and the local temperature difference between the cells, an indirect cooling system based on cold plates is proposed in this study. Two different rated battery pack, 45 kWh, and 64 kWh, are considered in this study. The results and discussion about the study are discussed in chapter 3. Herein, to conclude the investigation, this chapter is made to know about the proposed research.
In the chiller cycle, the cooling rate increases with an increase in the fluid flow in but to some extent, after a certain point, there is a decrease in the cooling rate because of coolant pressure and less time to absorb heat. Also, chiller capacity has a substantial effect on the cooling system. In the radiator cycle, the cooling rate increases throughout. There is no decrease in the cooling rate because air is used to cool down the coolant temperature with the various flowrate in this cycle air.
In comparing 45 & 64 kWh battery packs, a 45 kWh rated battery pack is found batter in heat transfer efficiency in both chiller and radiator cycles. In the chiller cycle, a 45 kWh battery pack has a maximum cooling rate of 0.01336 °C/sec at an ambient temperature of 25 °C and an initial battery pack temperature of 40 °C with a coolant flow rate of 20 LPM and 3 kW chiller capacity. On the other hand, a 64 kWh battery back has a maximum cooling rate of 0.00959 °C/sec at the same conditions. In the radiator cycle, a 45 kWh battery pack is again dominant in terms of heat transfer rate.
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The maximum cooling rate is 0.02012 °C/sec at 25 °C ambient temperature and 40 °C initial battery pack temperature with a coolant flow rate of 30 LPM and an airflow rate of 3600 cubic meters per hour. For a 64 kWh battery pack, the maximum heat transfer rate is 0.01726 °C/sec with the same working conditions. Hence, the numbers proved that a 45 kWh rated battery pack is efficient in both cycles for the battery thermal management system. Finally, a BTMS with 3 kW of chiller capacity and a coolant flow rate of 20 LPM at an ambient temperature of 25°C and 40°C temperature of the battery pack is suggested for the chiller-based cycle. For the radiator-based cycle, a BTMS with an airflow rate of 3600 cubic meters per hour and 30 LPM of coolant flow rate at an ambient temperature of 25°C and 40°C temperature of the battery pack is suggested.
The cooling system has many benefits such as maximum temperature drops, temperature uniformity between the cells, top performance, applicable to all kinds of cells, reduction in noise level, and highly commercialized in the current electric vehicles. In contrast, there are also some drawbacks to the cooling system. For example, the proposed cooling system can potentially leakage, increase the battery pack's weight, high cost, and maintenance.
In terms of benefits, drawbacks, and efficiency of the proposed system, it is concluded that a hybrid system build as a couple of two separate thermal management systems will be a stable, modular system for battery pack thermal management. Another approach to increase the cooling rate is suspending the Nano-sized solid particles (Al,
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Cu, Ni, Ag, AL2O3, TiO2, & Fe3O4) to increase the thermal conductivity of the coolant, which is beneficial to reduce energy consumption.
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